Road-cart



(No Model.) 2 Sheets8heet 1.

G. W. SALADEE.

ROAD CART.

No. 298,415. Patented May 13, 1884.

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(No Model.) 2 Sheets-Sheet 2.

- O. W. $ALADEE.

ROAD CART.

Patented May 13, 1884.

:ZUZT 0 N. PETERS. Fholo'lilhcgnphar, Washlnglom CYRUS IV. SALADEE, OF TORRINGTON, CONNECTICUT.

ROAD-CART.

SPECIFICATION forming part of Letters Patent No. 298,415, dated May 13, 1884.

' Application filed August 2, 1883. (N0 model.)

To all whom it may concern.-

Be it known that I, CYRUs W. SALADEE, of Torrington, Litchfield county, Connecticut, have invented certain Improvements in Road- Wagons, of which the following is a specification.

My invention relates to that class of roadwagons in which the body is supported upon two wheels; and it consists in constructing the same, as fully described hereinafter, so as to afford a desirable spring-platform with but few springs, and so as to hang the body low down without detracting from the efficiency of the spring-platform.

In the drawings, Figure 1 isaside elevation of a road wagon, showing my improvements. Fig. 2 is a plan, the body removed; Fig. 3, a view illustrating half front and rear elevations; Figs. 4 and 5, side elevations showing modifications.

The axle E is a crank-axle, and the supporting spring or springs C are secured to the sunken portion, thereby lowering the height of the body. The spring C shown is an elliptic spring parallel to the axle, so that but one spring supports the body below the seat; but two springs may be arranged, as shown in dotted lines.

The pole or shaft frame B may be of any suitable construction, and is pivoted at w to the axle. As shown in Figs. 1 and 2, the frame consists of the shafts and cross-piece B. In Fig. 4 a compound frame is shown, consisting of the shafts, cross-piece, and secondary frame B consisting of side bars, I), pivoted to the axle and constituting continuations of the shafts, which are pivoted at 3' thereto, and cross-bar h. In either case the shaft-frame is pivoted to the raised portions of the crankaxle, and the spring-platform rests upon the sunken portion of the axle, thereby securing va stable support for the body. The body is supported at the front by a transverse spring, D, arranged at any suitable point, so as to be supported by the shaft-frame and afford a rest for the body. In Fig. l the spring is suspended at the ends from the shaft-frame. In Fig. 4 it rests on the cross-bar hof said frame, and in Fig. 1, in dotted lines, it is supported by a bar of the frame in front of the dasher. In either case the arrangement permits the body to be hung low down between the shafts and yet permits a free vertical play. I use an adjustable connection to vary the set of the body according to the inclination of the shafts. Thus hangers H, suspended from the shafts, have adjustable bolts 7c, whereby the ends of the springs or spring-support may be set at different heights. In Fig. 4c the hanger is used as a connection between the two parts of the shaft-frame.

By the construction above described I am enabled to hang the body low down, yet secure a desirable spring-platform, which cannot be done in that class of road-wagons illustrated in Letters Patent No. 183,225, granted to Thomas Snow, October 16, 1876, where the body and spring-platform are above the top of a straight axle. By connecting the shaftframe to the upper part of the axle, I avoid all tendency to turn the latter by the pull upon the shaft.

I11 Fig. 5 I show a construction whereby there is a flexible connection in the form of a curved spring, M, between each shaft and the axle. The front springs are longitudinal to the body. The shaft has thus two elastic supports, and more effectually relieves the body from the motion of the shafts.

The flexible pivotal connection of the shafts with the axle may be adopted in any of the constructions I have described and in many other forms of vehicles.

I do not limit myself to any special form of body, springs, or adjusting devices; but

I claim 1. In a road-wagon, the combination of a crank-axle, body, intermediate spring-platform supported by the lower part of the axle, shaft-frame pivotally connected to the upper part of the axle, and spring-connection between the shaft-frame and forward part of the body, substantially as set forth.

2. The combination, with the front springsupport, crank-axle, shaft-frame pivotally connected with the axle, body extending between the shafts, and front supporting-spring, of an adjustable connection whereby to alter the relative set of the body and shaft-frame, substantially as specified.

3. The combination of the crank-axle, body, rear supportingspring, C, parallel to the axle and connected to the depressed portion there- I springs connected to the axle, and spring-conof, and front spring connected to the shaftnections between the front of the .body and frame, substantially as set forth. shaft-frame, substantially as described.

4. The combination of the axle, body-snpl In testimony whereof Ihave signed myname 5 porting springs, and shaft-frame, consisting of to this specification in the presence of two sub- 15 two sections jointed together, the rear section scribing witnesses.

jointed to the axle, and an adj nsting d evioe con- OYRUS W. SALADEE. necting the sections, substantially as described. Vitnesses:

5. The combination of the axle, spring-snp- CHAS. L. MONEIL,

1o ported body, shafts pivoted at the rear ends to CHARLES E. Fos'rnn. 

